Reinforced cement or concrete ship construction.



F. G1 JORDAN. RErNFoRcEp CEMENT 0R CoNcREE SHIPKCONSTRUCHON Patented Mar. 11,1919.

lAPPLICATION FILED MAY11|19I8.

F. G. JORDAN.

REINFORCED CEMENT 0R CONCRETE SHIP CONSTRUCTION.

APPLICATION FILED MAY II. 1918. 1,296,809. A

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F. G. IORDAN.

REINFORCED CEMENT 0R CONCRETE SHIP CONSTRUCTION.

APPLICATION FILED III/IY Il. IsIs.

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APPLICATION FILED MAY 11| |918.

Patented Mar. 11,1919.

9 SHEETS-SHEET 4.

WIT/VESSES A TTOIMIEYS F. G. JORDAN.

REINFORCED CEMENT 0R CONCRETE SHIP CONSTRUCTION.

APPLICATION FILED MAY II, 19:8.

l ,296,809. I Patented Mar. 11,1919` 9 SHEETS-SHEET 5 A TTRNEYS F. G. JORDAN.

NETNFORCED CEMENT 0R CONCRETE SHIP CONSTRUCTION.

APPLICATION FILED MAY Il, l9l8.

Patented Mar. 11,1919.

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REINFORCED CEMENT OR CONCRETE SHIP CONSTRUCTION.

APPLICATION HLED MMM. 1918.

F. G. JORDAN.

REINFORCED CEMENT 0R CGNCRETE SHIP CONSTRUCTION.

APPLICATION FILED MAY II. I9I8.

,296,809 Patented Mar. 11,1919.

9 SHEETS-SHEET 8.

N Si I 'T I f )Q Q9 h SQ y? F. G. JORDAN.

REINFORCED CEMENT OR CONCRETE SHIP CONSTRUCTION.

APPLICATION F|LED MAY |1. ms.

1,296,89. Patented Mar. 11,1919.

9 SHEETS-SHEET 9.

BY i

Arrow/vm PATENT OFFICE.

' EEEDEEICK e. JORDAN', or CEMENT, wAsHmeToN.

EEINEoaCED Venisznairr on To all whom it 'may concem Be it known that I, FREDERIGK G. JORDAN,

. a citizen of the UnitedStates, and a resident of Cement, in the county of Pend Oreille and State of Washington, have made certain new and useful Improvements in Reinforced Cement or Concrete Ship Construction, of which the following is a specification.

My present invention relates generally to cement or concrete ships of the various types to which the invention; isf-0r may be applicable, certain of which will be mentioned specifically hereinafter, and my inventionrelates more particularly to the reinforcement o'f'sh'ips constructed of these materials, and has for' its main object the provision of a 'v'fablricated form', which constitutes the main hull frame, in substantially a single piece, having all of' the advantages and strength incident, to such a formation, and retaining at the same time a resiliency which will give it, Awhen properly braced, as hereinafter described, a yielding coefficient suby stantially that of the cement or concrete molded or otherwise placed around the same.

A further object of my invention is the provision of .a main fabricated frame forming a part of the reinforcement for the cement or concrete, so arranged that the connected sections whose extremities are coupledto one another may be clamped, atwall points of intersection or crossingso asto render the complete frame exceedingly strong although of a generally yielding nature.

A further object of this invention is the provision of a continuous hull reinforcement, the structure of which lends itself with equal facility to general cargo carrying vessels, and to tank Steamers, barges and the like, wherein the structural reinforcement may or may not be extended through the upper deck, or in other words, continuously around the hull, and through the upper deck.

still further object is-the provision of such reinforcement as above described,

which will admit of ready variation in .weight and ,strength giving properties through definite areas of the hull, that is, `one weight infone area and another weight Specication of Letters Patent.

CONCRETE SHIP CONSTRUCTION.

Patented Mar. i1, 191e.

Application led May 11, 1918. Serial No. 234,004.

Other and further objects relate to va! rious reinforcing connections throughout the ship construction and peculiarly incidental thereto, and will be-more ap arent and more plainly to be seen from the ollowing description having reference to the ac companying drawings forming a part of this specication, and wherein 1 Figure 1 is a side elevation of a ship vwhose construction embodies my invention;

Fig. 2 is a top view partly in plan and partly'in horizontal sectlon;

Fig. 3 includes a plan and side view showing the outer continuous reinforcing skin of the structural frame as in Fi l;

Fig. 4 includes a plan and simi view with the outer skin of the structural frame, extending entirely around the shipl through and across the up er deck as in t e case of a closed tanker or arge;

Fig. 5 is an enlar ed side view'of a lower portion of the comp ete structural frame ad- ]acent to the bilge;

Fig. 6 is an enlargedvertical longitudinal section' through the bow of the,l shipv taken substantially on line 6-6 yof Fig.I 2;

Fig. A7 is an enlarged horizontal section through the bow taken substantially on line Fig. 9 is a transverse 'vertical section through the ship bottom taken substantially.

on line 9--9 of Fig. 2;' y

Fig. 10 is an enlarged view in vertical transverse section taken through the ship bottom substantially on" line 10--19 'of' Fighl is a partial, vertical section'takensubstantially on line 11-11 of Fig. 2;

. Fig. 12 is an enlarged detail bilge portion of Fig.` 9;

through Fig. 13 is a detail vertical section taken substantially on line 13-13 of Fig. 12;

Fig. 14 is an enlarged vertical section through the upper end of one of the supporting pillars;

Fig. 15 is a vertical transverse section 'taken through the gunwale;

the

Fig. 20 is a detail section through one of the connectors;

Fig. 21 isa detail section of one of the couplings;

Fig. 22 is a vertical longitudinal section taken substantially on line 22-22 of Fig. 15;

Fig. 23 is a ldetail eleva-tion of one of the U-anchors of Figs. 12 and 13;

Fig. 24 is a detail horizontal section taken substantially on line 24-24 of Fig. 14; i

Fig. 25 is a similar view taken substantially on line 25-25 of Fig. 14;

Fig. 26 is another similar view taken substantiall on line 26-26 of Fig. 11;

Fig.^2 is a detail side view of one of the lower pillar base plates removed and with its anchors; v

Fig. 28 is a vertical transverse section through one side of a ship showing a modied form of bulkhead reinforcement, and,

Fig. 29 is a similar view illustrating a modified form of h ull reinforcement.

Referring now to these figures, and particularly to Figs. 1, 3 and 5', the main reinforcement for the fabricated reinforcing frame as proposed by my invention, and! which main reinforcement constitutes the outer portion or .skin of the completed frame, is constructed of a continuous cylindrical reinforcingmember formed of any desired or necessary numbers Vof elongated cylindrical sections 10, whose ends are cou` pled at 11, these members being bent to shape and starting from the bow for instance,they are extended downwardly along one. side ofthe ship around the bottom thereof, and up the other side, down on the latter iside, and again across the bottom and up on the first side, this extension being carried around the stern of the ship and back in the same way, although in reverse'relation and proceeding then along the same general scheme around 'both bow and stern until the complete reinforcing skin of the reinforcing frame appears as shown in dotted lines in Fig.l 1, with the members thereof in' inclined relation with respect to the sides of the ship.v and in cross relation with respect to one another. v

The ends of these reinforcing members 10 -through which one of the crossing members 10 passes, as well as extending arms "14, as plainly seen in Fig. 19,which are bent around the other crossing member 10, as seen in Fig. 18.

The reinforcing members 10 as thus joined by the clamps 12, which may in addition be welded, will constitute a general reinforcing skin of the shape of the hull of the ship in connection with which the reinforcement is to be utilized, and instead of bending at the upper portions of the ship sldes to proceed upwardly and downwardly along the same side before crossing the bottom of the ship,'they may proceed up the sides and across the top, as well as the .bot-

tom in connection with tankers, barges and other closed deck type of ships, as seen in Figs. 4 and 29.

The reinforcement thus provided by the fabricated skin constructed as described is susceptible of great variation, without diiiculty in connection with ships of different weight, or whose use requires more or less heavy reinforcement or heavy and light reinforcement in different areas. While the reinforcing members 10 and 10n may be formed of lsolid bars, it is preferable that they be of 'the tulbular nature showny as tubular reinforcing members in this connection are calculated to give certain added advantages which I will now describe. For instance, tubes as a commercial product may be obtained in heavy, light and medium weights, due to the thickness of the walls, these various weights being, however, of the same external diameter sothat it is obvious that light weight, medium weight and heavy weight tubes maybe utilized in different areas of the same fabricated skin, connected y by the same couplings, and presenting the same appearance, without the necessity for makingany changes in a previously completed plan of uniform weight construction.'

Ships of light and heavy reinforcement may thus be fabricated from the same plans with either uniform weight throughout the reinforcementor various weights in different zones or areas as may be desirable or neces- Sal'y- Fig.' 28 shows a transverse vertical section through one side of acement or concrete ship whose sides are of gradually diminishing thickness in an upward direction and in connection with which it may be readily seen that a variation of the weight of the 10d of heavy weight, with thesame appearance. If desired, however, both weight and size maybe changed, diminishing with the concrete wall from the bilge to the.` gunwale. I

In addition to the outer reinforcement for the skin, which, as described, extends entirely around the ship, around both'bow and stern, aswill beseen by reference to Figs. 6

and 7, another important reinforcement constituting a part of the fabricated frame -is in the form of a series of tubular reinforcing members 15, encircling the ship at the bilge,

. landwhose curvature as a series, as best seen in Figs. 10' and 12, coincides with that of the ship between its bottom and side walls; These reinforcing bilge tubes 15 are connected to one another by connecting frames 16,

.and are also connected to certain Vof the vertical tubular reinforcing members 17 the latter being connected by frames 18, as-clearly seen in Figs. 5 and 8. These series of vertical reinforcing tubes 17 extend upwardly at spaced points around the ship inwardly beyond the outer skin reinforcement, previously described, and support the inner hull ribs or frames 19 and the lower ends of the majority of these tubes, of each series, are turned inwardly at the bilge as seen at 20 in Figs. 12 and 16. the4 lower extremities of certain thereof having U-shaped anchors 21,. one of which is seen in detail in Fig. 23,

which depend into the cement or concrete mass, the lower bent ends 20 of members 17 forming inner abutments around the bottom of the ship.

Thebilge reinforcing tubes 15 have also connected thereto, by means of connecting lmembers 22, one of which is seen in detail ,in

Fig. 20, the ends of the oppositely extending and upwardly and downwardly bent floor frame reinforcing tubes 23, which are embedded in the floor frames 24, and between which, in the course of their length, extend theA similarly bent longitudinal reinforcing tubes 25, for example within longitudinal bottom ribs 26 of Fig. 2 also connected to the bilge tubes 15 by members similar to the members 22. The several tubes of the oor frames as well as those'of the keelv and the longitudinal bottom ribs, may be clamped to one another by clamps 27, certain of which are seen in Fig. 12, and the lower curved ends 2() of certain of the vertical rib reinforcing tubes 17 may be clamped to certain of the iioor frame reinforcing tubes 23, as

by means of clamps 28 shown in Fig. 12. Between the floor frames 24 the ship lbottom may be reinforced either by corrugated oval tubes or tanks 29, as seen in Figs. 10 and 17, or by spiral riveted pipes 30, as seen in Figs. 11 and 16, or by both utilized at different longitudinal points between floor frames, it .being obvious that either of these bottom reinforcements may be utilized as storage tanks or for allied purposes.

Above the bilge tubes 15, the wall of the hull from bow to stern is additionally reinforced between the vertical ribs or frames 19 by means of net work of vertical and horizontal tubes 31, clamped at their junctures 0r points of crossing by clamps 32, which may be similar to the before described clamps 12, connecting the outer skin tubes 10.

As seen in Figs. 15 and 28, -certain of the vertical rib or frame reinforcing tubes 17 may `be turned inwardly at their opposite vends. adjacent the several deck planes to form supporting knee abutments around the Aseveral decks 33 and 34 of Fig. 28, as well as the upperdeck adjacent the gunwale 35, as seen in Fig. 15, the decks being all suitably reinforced, with supporting beams below the same, also reinforced and supported by vertical pillars 36, which are also disposed around the hatch-ways, as seen in Fig.

11, and are in turn reinforced by vertical tubes 37 and 38, 37 being the center tube, as seen in Fig. 6, with tubes 38 surrounding the same in series, so as to be bent outwardly at their upper ends and into supporting elbows 39, as seen in Fig. 11, for instance.

The tubes 37 and 38 extend upwardly in eachpillar over and through a lower or base plate 40, as seen in Fig. 26, which may have extensions supporting U-bolts 4l, as seen in Fig. 27, which depend into the mass of the shipg'bottom for anchorage, and the upper end of the center tube 37 of each pillar connects, as seen rin Fig. 14, with an upper cap plate 42, a plan of which appears in Fig. 25, through which vertical reinforcing tubes 43 may be extended to connect the ends of the Hoor bottom or deck Stringer reinforcing tubes 44 and 45, the latter being secured to the vertical tubes 43 by either the conventional pipe couplings 46, or byA special clamps 47, one of which is seen in Fig. 24, and of substantially the same character as the connectors 22 of Fig. 20. The upper cap plates 42 may also carry upwardly pro,- jectin'g U-bolts 48, as seen in Fig. 14, which embed in the decks or deck beams or the hatch walls, and in the vertical walls or at least certain thereof metal lath 49 may be embedded if desired in the manner seen in Fig. 6.

The longitudinal reinforcing tubes 25 include corrugations which extend along the keel, and these keel reinforcing ltubes 25 extend upwardly within thel outer skin at the bow and stern, diminishing gradually in an through the bow, Fig. 6, and projecting at least to the upper edge of the outer skin reinforcement at which point the latter may i be connected, as seen in dotted lines in Fig. 15, tothe gunwale reinforcing tubes 50, to which certain of the vertical rib reinforcing tubes 17' are also connected.

The gunwale may have in addition to the reinforcing tubes 50, a surrounding protecting cap 51, and at the bow this cap may increase ton form a bumper shield 51a as seen in Fig. 7 in which the outer, as well as the inner extension of the keel plainly appears at 52 and 53, each having certain reinforcing pipes connected into or form-ing a part of the keel reinforcing pipes 25 of the ship bottom.

Thus it is apparent that by means of the pillars and their reinforcing tubes, the internal walls, decks, hatch-ways, etc., will be effectively reinforced, attention being particularly called to the curving'of certain of the pillar reinforcing .tubes to form the knee abutments for additional support as herein-v before described.

It will also be apparent from the foregitudinal and torsional stresses, throughout this truss, so as to uniformly absorb and resist the same, and that it is susceptible of such changes in size, weight and utilization as to permit of its use with minimumdiiiiculties incase such changes become desirable, or imperative.

I claim 1. A reinforcement for concrete and cement vessels, including an embedded hull reinforcing member in sections, connected end to end, and bent to pass spirally around the sides, bottom, bow and stern, and forming an open mesh framework.

2. A reinforcementv for concrete ai@ cement vessels including a single convolute strand bent. to pass spirally around the bottom from side to side and in alternately opposite directions between and around the stern and bow, forming an open mesh framework.

3'. A reinforcement for concrete andl cement vessels including a single convolute strand -bent to pass spirally around the bottom from side to side and alternately from lbow to stern and stern to bow, forming an open mesh truss, and means connecting the convolutions -at their points of intersection, as described.

4. A reinforcement for concrete and cement vessels including a single convolute strand bent'to pass spirally around the bottom from sidel to siderand alternatelyfrom bow to stern and-stern to bow, forming an open mesh truss, the said strand being in longitudinal sections and having couplings connecting the sections in end to end relation as described.

5. A reinforcement for concrete and cement. vessels includinga series of longitudinal sections having their ends coupled to form an endless reinforcing member in the nature of a single strand, said member being bent spirally into convolutions forming an open mesh framework of hull shape.

6. A reinforcement for concrete and cement vessels consisting of a hull shaped frame of open mesh, formed of a single endless reinforcing member Ibent spirally froml side to side and alternately'between b ow and stern in relatively opposite directions.

7 A reinforcement for concrete and ce-` ment vessels; consisting of a hull shaped frame of open mesh, formed of a single reinforcing strand bent spirally from side to side and alternately between bow and stern in relatively opposite directions, the bent convolutions being connected at their points of intersection as described.

8. A reinforcement for concrete and cement vessels including a frame of hull shape formed of a single reinforcing strand bent angularly up and down at the sides and across the bottom thereof and proceeding spirally from one end of the frame to the other in alternatelyoppositer directions.

9. A reinforcement for concrete and cement vessels including an o n mesh frame of hull shape, formed of a slngle continuous convolute strand bent spirally from side to thebilge reinforcements, and vertical reinforcements within the outer frame and at spaced points therearound, connected at their lower ends to the bilge reinforcements.

11. A reinforcement for concrete and cement vessels including a series of bilge reinforcing members, and vertical and horizontal Lreinforcin members connected at their ends to the sald bi1 e reinforcing members, the said horizonte. extending-both longitudinally and' translversely across the space within the bilge reinforcing members and connected at their ends to said latter members.

12. A' reinforcement for concrete and cement vessels comprising a series of reinforcing-members extending therearound at reinforcing members l the bilge, and spaced series of vertical reinforcingmembers certain of which members of each series are connected to the bilge reinforcements and the other members of each series are bent inwardly and are anchored and terminate in the mass of the vessel bottom.

13. A reinforcement for concrete and cement vessels including a. series of tubular horizontally disposed reinforcing members extending around the bilge, spaced series of vertical reinforcing members certain of which are connected to the bilge reinforcements and certain of Which are bent inwardly at their ends to form knee abutments and anchors for securing the latter ends as described.

14. A reinforcement' for concrete and cement vessels comprising a series of tubular reinforcing members dlsposed horizontally and encircling the bilge, horizontally disposed reinforcing members extending across and connecting the bilge reinforcements at separate points of the said connecting reinforcements and also embedded in the mass `in the bottom. l

15. A reinforcement for concrete and cement vessels including tubular reinforcing members disposed horizontally and each encircling the bilge and having connecting reinforcements embedded in the mass of the vessel bottom and extending across and between portions of Said bilge reinforcements, spaced series of vertical reinforcements having connections with the bilge reinforce ments and embedded in the side ribs of the vessel, and open mesh frames embedded in the walls of the hull between said vertical rib reinforcements, as described.

FREDERICK G. JORDAN. 

